System of automatic brakes.



No- 814,999. PATENTED MAR. 13, 1906.

P. WINSOR. SYSTEM OF AUTOMATIC BRAKES.

APPLICATION FILED MABHZS, 1905.

3 SHEETS-SHEET 1.

No. 814,999. I PATE'NTED MARI13, 1906.

P. WINSOR.

SYSTEM OF AUTOMATIC BRAKES. APPLICATION FILED mmzs, 1905.

' 3 SHEETS-SHEET 2.

No. 814,999. I PATENTBD MAR. 13, I906.

P. WINS'OR. v V

SYSTEM 0]? AUTOMATIC BRAKES.

APPLICATION PI LED MARJB, 1905.

3 SHEETS-SHEET 3.

1220022 tar, PM

Frame -UNITED STATES PATENT OFFICE. PAUL WINSOR, or WESTON,MASSACHUSETTS, ASSIGNOR TO WESTING- HOUSE AIR BRAKE COMPANY, OFPITTSBURG, PENNSYLVANIA, A

CORPORATION.

SYSTEM OF AUTOMATIC BRAKES.

Specification of Letters Patent,

Patented March 13, 1906.

Application filed March 28,1905. Serial No. 251,658-

To all whom it may concern.-

Be it known that I, PAUL WINSOR, a citizen of the United States,residing in Weston, in the county of MiddleseX and State ofMassachusetts, have invented an Improvement in Systems of AutomaticBrakes, of which the following description, in connection with theaccompanying drawings, is a specification, like characters on thedrawings representing like parts.

This invention relates .to a system of automatic brakes, especially ofthat'class in which a fluid under pressure, such as air, isemcontrolling the operation of the brakes onployed to apply the brakes,and has for'its object toprovide a system whereby the application andrelease of the brakes are electrically controlled, as will be described.

, Provision is made for electrically controlling the application of thebrakes under ordinary conditions of use and also in cases of emergency.4 e

The invention is adapted for use on single cars, such aselectrically-propelled cars, or on.

a plurality of cars coupled together to form a train, and provision ismade for manually each or any car of the train and also forautomatically operating thebrakes in case the valves, aswill bedescribed, so that said emergencyvalve governs the effect upon thebrakes of the operation of the service and re lease valves, whereby whensaid emergencyvalve is in one position the service-valve may be operatedto effect the application of the brakes and the release-valve may beoperated to release the brakes, and when in another position saidrelease valve andv preferably connected in the usual manner to t 'alsothe service-valve, is rendered non-eifective upon said brakes, therebyrendering the application of the brakes by the operation of theemergency-valve independent of the condition of the release-valve.

The translating devices or magnets which govern the operation'of theaforesaid valves 1 are connected in circuit with a controller located ineach car, and the c1rcu1t 1n each car.

may be connected with the circuits ofadjacent cars of a train, wherebythe translating devices on all the cars may be governed by a controlleron any car, as will be described.

These and other features of this invention will be pointed out in theclaims at the end of this specification.

Figure 1 is a plan view of a suflicient portion of a car provided with abraking system embodying this invention; Fig. 2, a detail in plan of theelectrically-operated Valves shown in Fig. 1 Fig. 3, a section andelevation of the electrically-operated valves; Fig. 4, a detail invertical section through the brake-cylinder and emergency-valve; Fig. 5,a detail in section,'showing the emergency-valve in its open position;and Fig. 6, a diagram of circuits to be referred to.

Referring to the drawings, a represents a brake-cylinder, and b areservoir containing air or other fluid under pressure and carried bythe car 0, which latter may be of any suitable orfdesired construction.

levers f, w 'ch are and maybe 0 erati-vely i'ie brakes. (Not hereinshown.) The piston dis moved in one direction to apply the brakesbyfluid under pressure, preferably air admitted into its cylinder, and ismoved in the opposite direction in the usual manner by a spring locatedin the brake-cylinder a and not herein shown,

The present invention relates, primarily, to controlling the admissionand release of the air into and from the brake-cylinder, and for thispurpose I employ a service-valve g, i

a release h, and an emergency-valve 'i. (Shown best in Figs. 3 and 4.)The servicevalve g is located in a valve-casing j, provided with aninlet-port 7c and an outlet-port m, communication between said portsbeing The brakecylinder a is provided with the usual piston d] havingits iston-rod 6 connected to the usual controlled by the valve g, whichin the present instance is seated by a spring at and is opened by theenergizing of an electromagnet 0 of any suitable construction, thearmature p of which is connected to the stem 1' of the valve g, so thatwhen the magnet 0 is energized the valve 9 is opened. The valvecasing inthe present instance forms part of an arm 10, extended from avalve-casing 12 and having a passage 13, which communicates with theoutlet-port m of the valvecasing The release-valve h is of similarconstruction as the serviee-valve g and is locatedin a casing 14,provided with an inlet-port 15 and with an outlet 16, which lattercommunicates with the atmosphere. The releasevalve h is seated'by aspring 17 and is opened by an electromagnet 18, to whose armature 19 isconnected the stem 20 of the releasevalve.

The valve-casing'14 forms part of an arm 21, extended from thevalve-casing 12 and provided with a passage 22. The valve-casing 12contains the emergency-valve t, which is shown in the present instanceas a slide or D valve, which cooperates with the ports 23 24 25, theports 23 24 communicating, through the passages 26 27, with thebrake-cylinder, and the port 25, which constitutes an inletport,communicates with the passages 13 22 in the arms 10 21 and is adapted tobe connected by the recess 28 of the valve i with the port 24. Theemergency-valveiis shown as held to its seat by a spring 30. Theemergency-valve casing 12-is provided with a second inlet-port 31, whichis directly connected with the source of pressure, which in the presentinstance is the reservoir 1). The emergency-valve "L is electricallycontrolled and may be operated directly by an electromagnet 32; but Imay prefer to have it indirectly operated by said magnet, as will now bedescribed. For this purpose the valve 11 has its stem 33 connected to apiston 34, movable in a cylinder 35, attached to the valve-casing 12 andprovided with means for permitting pressure to pass from the front tothe rear of said piston, which may be effected, as herein represented,by one or more vent-passages 36 through said piston. (See Fig. 4.) Thepiston 34 has cooperating with it a spring 38, which acts to move thepiston so as to bring the emergency-valve i into the position shown inFig. 4, which may be considered as its normal or closed position. Thecylinder 35 is provided at its upper or rear end with a port or passage40, which connects with a lateral passage 41, communicating with theatmosphere. The port or passage has cooperating with it a valve 42,which is connected with the armature 43 of the electromagnet 32, whichwhen energized seats the valve 42, asshownin Figs. 3 and 4, and cuts oficomsi4,99e

munication between the cylinder 35 and the atmosphere. The spring 38 isof sufficient strength to move the piston 34 to one end of its cylinderwhen the pressures on opposite sides of the said piston aresubstantially equal, but yields when the pressure behind the piston ismaterially less than that in front of the piston, which is the conditionwhen the valve 42 is open, as shown in Fig. 5.

The valve-casings 12, and 14 maybe provided, as shown in Fig. 3, withremovable caps or nuts 45 46 47. The inlet-port 7c of the service-valvecasing j and the inlet-port 31 of the emergency-valve casing 12 areconnected with the source of pressure, and, as herein represented, theinlet-port 31 is connected by the pipe 49 with the reservoir 1), and theinlet-port 7c is connected by the branch pipe 50 with the pipe 49. y

The operation of the apparatus as thus far described may be briefly setforth as follows: Assume the parts in the position represented in Figs.1, 3, and 4, which is the position they may occupy after the brakes havebeen released. In this condition it will be noticed. that the serviceand release valves 9 71 are closed and the emergency-valve i is in whatmay be termed its closec or normal position-that is, the inlet-port 3 1is cut oil from the brake-cylinder, which latter, however, is incommunication with the inlet-port 25 through the port 24 and recess 28in the emergency-valve. Assume that it is desired to apply the brakes inthe ordinary service of the car. In this case vthe circuit of theservice-magnet 0 is closed, and the energizing of said magnet opens theservice-valve 9, thereby connecting the brake-cylinder with thereservoir 1) and admitting pressure into the brake-cylinder, whichpressure moves the piston d and applies the brakes. The pressure passesfrom the reservoir 1) through the pipes 4950 to the inlet-port 7c of thevalvecasing j, thence past the valve 9 into the outlet-port m of saidcasing, thence through the passage 13 to port 25, thence through therecess 28 in the emergency-valve t to the port 24, and thence throughthe passages 26 27 into the brake-cylinder. After the car has stoppedthe circuit of the service-magnet 0 may be opened and the service valveis closed by its spring a. To release the brakes, the circuit of therelease-magnet 18 is closed, and the said magnet is thereby energized,which attracts its armature and opens the release-valve h. The pressurein the brakecylinder cl then passes out therefrom through the passages27 26, port 24, recess 28 in valve i, through the port 25, passage 22,inlet-port 15 of release-valve, past the valve h, and through theoutlet-port 16 to the atmosphere.

Assume that an emergency arises and that it is desired to apply thebrakes substantially IOC sented in Fig.5.

in an instant. Inthis' case the circuitof the magnet 32 is opened, thesaid magnet denergized, and the valve '5 opened, thereby connecting thecylinder with the atmosphere and unbalancing the piston 34, whichismoved by the air-pressure on its front-face to the opposite, end of thecylinder. The piston 34 in its movement just described moves theemergency-valve 21 soas to cut off-the inletport 25 from thebrake-cylinder and connect the inlet-port 31 with said cylinder, andthis position of the emergency-valve is repre- In this caserthe pressurepasses from the reservoir 6 through the pipe 49, ports 31 23, andpassages 26 27 directly into the brake-cylinder, thereby moving thepiston 01 to apply the brakes.

. When the emergency-valve is in its opened position just described, thebrake-cylinder a is cut off from the release-valve h, so that theapplication of the brakes by the operation of the emergency-valve isentirely independent of the condition or position of the releasevalve,thereby insuring the application of the brakes, even though therelease-valve should be in its opened position.

When it is desired to release the brakes after an emergency application,the circuit of the magnet 32 is closed, which energizes the said magnetand closes the valve 42. As

= soon asthe valve 42 is closed the pressure in front of the piston 34passing into the cylinder through the vent-port 36 diminishes theeffective pressure on the front side of the piston, thereby permittingthe spring 38 to move said piston and the emergency-valve into theposition shown in Fig. 4, thereby cutting ofi direct communicationbetween the brake-cylinder and the source of pressure and connectingsaid-brake-cylinder with the passages 13 22, so that by energizing therelease-magnet h, the brake-cylinder can be connected to the atmosphereto release the brakes. The brakes may be gradually released'byenergizing and denergizing the release-magnet. In practice it may bedesirable to -make the emergency'inlet-port 31 larger than the port ofthe service-valvejc, so

that in cases of emergency the brakes may beapplied substantially in aninstant and in a shorter time than when applied in the'regular service.

The electromagnets 0, 18, and 32 may be governed by a suitable circuitcontroller or controllers on each car, which controller may govern notonly the magnets on its own car, but also the magnets of all the-carswhich may be connected togetherto form a train.

In the present instance I have represented in diagram one arrangement ofcircuits and circuit-controller for governing all of the magnets on eachcar from its own car and for governing the magnets of all the cars froma singleoar, such as the operating-car of an -electrically-operatedtrain of cars, but I do not desire to limit my invention to theparticular arrangement shown.

In Fig. 6 I have represented the electromagnets of two cars andthecircuit-controllers for said cars, and inasmuch as saidcircuit-controllers are of like construction I will specificallydescribe but one. The circuitcontroller herein shown consists of amovable blade or contact member 60, which cooperates with a plurality ofstationary contacts or terminals 61 62 63, which may be designated theservice, release, and battery ter -v 'Ininals or contacts. Thebattery-terminal .63 is made longer than the release and serviceterminals, so that the movable member 60 may remain in engagement withsaid battery-terminal when engaged with either the serviceor releaseterminals and while moving from one to the other. The terminals 61 62are connected by wires 64 65 with conductors or wires 67 68, extendedthrough the carand which may be designated the service and release trainlines or wires.

A third trainline wire 70 is provided, to which the movable member orswitch 60 is connected by the,

The

from the trolley-wire or third rail 81 of an electrically-operated roadthrough the trolley-pole 82 and resistance 83, the trolley-wire beingsupplied with current from a generatorv 84 in the usual manner. Thetrain-lines 67 6870 on one car of the train are connected tocorresponding train-lines of the next car by couplingconductors,(represented by the curved lines 85 86 87,) which, it will beunderstood',are in practice assembled in asingle cable and provided withproper means for automatic disconnection from the train-lines in case ofaccidental parting of the train.

In Fig. 6 I have represented the switch 60 in five diflerent positions,one by full linesand the other four by dotted lines. The hill-lineposition represents the normal or emergency position and the other fourpositions the service, lap, release, and ground positions. ',;By

reference to Fig. 6 it will be seen thatwhen the switch 60 is in contactwith either the service or release terminal it is also in engagementwith the battery-terminal. -In order that the invention -may be clearlycomprehended, let it be assumed that the switches 60 of all the cars inthe train except the oper- 'ating-switch are in their normal orfull-line position and that the switch of the operatingcar is inengagement with the batteryter minal only. In this position of theswitch of the operating-car the circuit of the emergency-magnets in allthe cars is completed. This circuit may be traced as followsviz., fromthe positive pole of the battery 77 by wire 76 to terminal 63, thence byswitch 60 and wire 71 to emergency trainline, thence by the wires 7 4and emergencymagnets 32 to the ground 75, thence by wire 78 to negativepole of battery 77. Assume that the motorman desires to apply the brakesas, for instance, when approaching a station. In this case the switch 60on the operatingcar is moved so as to make contact with theservice-terminal 61, whereupon the circuits of all the service-magnets 0of the train are energized. This circuit may be traced as follows: fromthe positive pole of the battery 77 by wire 76 to terminal 63, where thecurrent divides, a part passing through the emergency-magnets, as abovedescribed, and a part passing to the service train-line 67 by switch 60,terminal 61, and wire 64. From the service trainline 67 the currentpasses by wires 72 and all of the service-magnets 0 to the ground,thence back to the battery by the wire 78. To release the brakes, themotorman moves the switch 60 onto the release-terminal 62, whichcompletes the circuit through all of the release-magnets. This circuitmay be traced as follows: from the battery 77 by wire 76 to terminal 63,where the current divides, a part passing through the emergency-magnets,as above described, and a part passing to the release train-line 68 byswitch 60, terminal 62, and wire 65. From the train-line 68 the currentpasses by wire 73v and release-magnets 18 to the ground and thence backto battery 77 by wire 78.

To apply the brakes in case of emergency, the motorman moves his switch60 into the full-line position, thereby disconnecting the train-linesfrom the battery 77 and dener gizing the emergency-magnets 32, with theresults above set forth.

Provision is made for insuring the operation of theemergency-magnetsirrespective of the position of the switches in the cars other than theoperating car, whereby the carelessness of employees is guarded against.For this purpose the circuit-controller is provided with the terminal 79, which is connected with the ground. Let it be assumed that the switch60 of the second car has been left by an oversight in engagement withthe baterating-car was moved into the normal or emergency position, andthe brakes would not be applied. By throwing the switch 60 in theoperating-car onto the grounded terminal 79 the emergency-magnets areshorteircuited and deenergized, thereby causing the brakes to beapplied. This short circuit may be traced as follows: from one ter1ninalof the magnet 32 by wire 74 to trainwire 70, thence by wire 71 onoperating-car to switch 60, to terminal 79 and wire 80 to ground 7 5,thence to the opposite terminal of the magnet 32. The curved lines 86 87in Fig. 6 represent the couplers or flexible connections between thetrain-wires of the ears, and suitable provision is made for groundingthe emergency-wire of both portions of the train. In Fig. 6 I haverepresented the connections as they would be if the coupler pulled awayfrom the forward car. In this case the wire 70 is grounded, as shown bythe dotted line 90, and the coupling-cable, and therefore the train-wire70 on the rear car, is grounded as shown by the dotted line 91. The sameprovision is made for the case where the coupler pulls out of the rearcar. Provision is also made by means of switches 92 at the opposite endsof each car to remove the ground at the ends of the train of one or morecars.

I have herein shown one system of circuits and one construction ofcircuit controller which I may prefer; but I do not desire to limit myinvention in this respect, as other arrangements of circuits andconstructions of circuit-controller may be employed In practice each caris provided with its own source of braking power-to wit, the res ervoirb, which may be supplied with air by a pump 95, (see Fig. 1,) driven byan electric motor 96, carried by the car; but I do not desire to limitmy invention in this respect, as the reservoir 1) may be supplied fromany other suitable source of pressure-as, for instance, a reservoir onthe operating-car may be connected by a train-line pipe with thereservoir b of the different cars.

The invention has been described in connection with an electricallypropelled car; but it is equally well adapted for use on roads operatedby steam or other power.

Provision can be made at any point of the train by which theemergency-valves may be short-circuited either manually or by automaticdevices, such as a tripping device. In Fig. 6 such devices arerepresented by the switch 100, which is adapted to connect the emergencytrain-wire 70 with the ground.

I claim 1. In a braking system of the class described, in combination, acar, a reservoir containing fluid under pressure, a brake-cylindercarried by said car and connected with said reservoir, a valvecontrolling the admission of pressure from said reservoir into saidbrakecylinder, a valve controlling the exhaust from said brake-cylinder,an emergency-valve controlling the admission of pressure into saidbrake-cylinder independently of the said admission-valve, electromagnetscontrolling the operation of said valves, and means for con' trollingthe operation of said electromagnets,

means to control said electromagnets, substantially as described.

3. In a braking system of the class described,'in combination, abrake-cylinder, a valve-chest connected with said brake-cylinder,arsource of pressure connected with said valve chest, a piston connectedwith said valve, a cylinder in which said piston reciprocates providedwith an exhaust port or opening and in communication with saidvalvechest to substantially balance said piston when said exhaust-portis closed, means rendered eflective to move said piston in one directionwhen the pressures on opposite sides of said pistonare substantiallyequal, a valve controlling the exhaust-port of said cylinder, anelectromagnet to operate said valve, and

means to control the operation of said electro-.

magnet.

4. In a braking system of the class de scribed, in combination, abrake-cylinder provided with a port or assage, a valve-casing providedwith an in et-port and with an outlet-port, the latter communicatingwith the passage in said brake-cylinder, independent valve-casingsprovided with inlet and outlet ports, the inlet port of one valve-casingand the outlet-port of the other valve-casing being connected with thevalve-casing connected with said brake-cylinder, valves in saidindependent valve-casings, electromagnets for controlling the operationof said valves, and means to control said electro-.

magnets, substantially as described.

5. In a braking system of the class described, in combination, abrakecylinder provided with a fluid-inlet port, a valve-casing providedwith a fluid-outlet port communicating with the fluid-inlet port of saidbrake-cylinder, and having a fluid-inlet port connected with the sourceof fluid-pressure,

said source of fluidressure, a second valvecasing provided wit aninlet-port connected with the source of fluidressure and having anoutlet-port connecte with the first-mentioned valve-casing, a valve insaid secondmentioned casing controlling the passage of fluid through it,a valve in said first-mentioned casing controlling the passage of fluidfrom the second-mentioned casing to said provided with a fluid-inletport, a valve-casing provided with a fluid-outlet port communicatingwith the fluid-inlet port of said brake-cylinder, and having afluid-inlet port connected with the source of fluid-pressure, saidsource offluid-pressure, a second valvecasing provided with aninlet-port connected with the source of fluid-pressure and having anoutlet-port connected with the first-mentioned valve-casing, a valve insaid secondmentioned casing controlling the passage of fluid through it,a valve in said first-mentioned casing controlling the passage of fluidoutlet-port, a valve controlling the passage through saidthird-mentioned casing, and means to operate said valves, substantiallyas described.

7. In a braking system of the class described, in combination, abrake-cylinder, an admission-valve controlling the admission of pressureinto said cylinder, a release-valve controlling the exhaust from saidcylinder, an emergency-valve controlling the passage of fluid from saidadmission-valve into said brake-cylinder and the exhaust from saidbrake-cylinder to the release-valve, and controllingalso the admissionof fluid into said brake=cylinderindependently of said admission-valve,electromagnets governing the operation of said valves, and means forcontrolling the operation of said electromagnets, substantially asdescribed. p

8. In a braking system of the class defrom the second-mentioned casingto said scribed, in combination, a brake-cylinder, a

port when the valve is in one position, and

disconnecting the first-mentioned inlet-port from and connecting thesecond inlet-port with said outlet-port when the valve is in anotherposition, an electromagnet governing the operation of said valve, andmeans to control said electromagnet, substantially as described.

9. In a braking system of the class de scribed, in combination, abrake-cylinder, a valve-casing provided with an outlet-portcommunicating with said brake-cylinder and having two independentinlet-ports, avalve in said casing connecting one of said inletportswith said outlet-port and disconnecting the other of said inlet-portsfrom said outletport when the valve is in one position, anddisconnecting the first-mentioned inlet-port from and connecting thesecond inlet-port with said outlet-port when the valve is in anotherposition, a valve-casing provided with an outlet-port communicating withthe atmosphere, and having an inlet-p ort communicating with aninlet-port of the first-mentioned valve-casing, a valve in said secondcasing, electromagnets governing the operation of said valves, and meansto control said electromagnets.

10. In a braking system of the class de scribed, in combination, abrake-cylinder, an electricallyeoperated fluid-admission valve for saidcylinder, an electrically-operated release-valve for said cylinder, anelectricallyoperated emergency-valve governing the communication of saidadmission and release valves with said brake-cylinder and also governingthe admission of fluid into said brakecylinder independently of saidadmissionvalve, and means to control the operation of said valves,substantially as described.

11. In a braking system of the. class described, in combination, abrake-cylinder, an admission-valve controlling the admission of pressureinto said cylinder, a release-valve controlling the exhaust from saidcylinder, an emergency-valve controlling the admission of pressure intosaid cylinder, electromagnets for operating said valves, an electriccircuit for each of said valves comprising service, release andemergency train-line wires to which the admission, release and emergency magnets are connected,'a circuit-controller comprising a movablemember connected with the emergency train-line wire, contact-terminalsconnected with said service and release train-line wires, abatteryterminal, and a ground-terminal, substantially as described.

12. In a braking system of the class described, incombination, abrake-cylinder, an admission-valve for said brake-cylinder, an exhaustor release valve for said cylinder, and an electrically-operated valveinterposed between said admission andrelease valves and said cylinderand governing the communication between said valves and saidbrake-cylinder, substantially as described.

13. In a braking'system of the class de scribed, in combination, abrake-cylinder, a valve controlling the supply of pressure to saidbrakecylinder, and an electrically-controlled valve interposed betweensaid supplyvalve and said brake-cylinder and in one position placing theadmission of fluid-pressure into said brake-cylinder under the controlof the first-mentioned valve and in another position effecting theadmission of fluid-pressure into said brake-cylinder independent of thesaid first-mentioned. valve, substantially as described.

14. In a braking system of the class'described, in combination,- abrake-cylinder, a valve controlling communication with saidbrake-cylinder, and an electrically-controlled. valve interposed betweenthe first-mentioned valve and the said brake-cylinder and in oneposition placing communication with said brake-cylinder under control ofthe firstmentioned valve and in another position taking the control ofsaid communication. from the first-mentioned valve and efiecting theadmission of pressure into said. brake-cylinder, substantially asdescribed.

15. In a braking system of the class described, in combination, abrake-cylinder, a release-valve controlling the exhaust from saidcylinder, an emer ency-valve controlling the exhaust from thebrake-cylinder to the release-valve and controlling also the admissionof fluid into said brake-cylinder, electromagnets governing theoperation of said valves, and means for controlling the opera tion ofsaid electromagnets.

16. In a braking system of the class described, in combination, a sourceof fluidpressure, a brake-cylinder, a valve-casing connected with thesource of supply and with said brake-cylinder, a valve in said casingcontrolling the connection of the source of supply with saidbrakecylinder, a release valve communicating with said brake-cylinderthrough said valve-casing and controlled by the valve in said casing,an. electromagnet governing the operation of the valve in said casing,and meansfor operating said electromagnet, substantially as described.

17. In a braking system of the class described, in combination, abrake-cylinder, a valve controlling communication with saidbrake-cylinder, an electromagnet controlling the operation of saidvalve, an electric circuit in which said magnet is included, a source ofcurrent included in said electric circuit, a circuit-controllercooperating with said circuit to govern the operation of saidelectromagnet, and means cooperating with said electric circuit toshort-circuit said electromagnet and thereby prevent its opera tion,substantially as described.

18. In a braking system of the class described, in combination, atrain-line, a plurality of electromagnets connected with said trainline, a circuit controller connected with said train-line and governingthe operation of said electrcmagnets, a plurality of In testimonywhereof I have signed my brake-cylinders, a plurality of valves connametothis specification in the presence of trolling communication with saidbrake-- two subscribing Witnesses.

cylinders, and means cocperating with said PAUL WINSOR. 5 electriccircuit to short-circuit said electro- Witnesses: v

magnets and prevent their operation, sub- JAS. H. CHURCHILL,

stantially as described. J MURPHY.

